The Moment of Truth

The Moment of Truth

Call every car friend you have and get them to look at your installation and find your mistakes before you start the car. Meanwhile, you should be adding octane booster to that 87-octane crap you were running in the KA24.

Fire it up. When that doesn't work, your friends can help you diagnose it. If you need a wiring diagram for the Silvia, we found scans of the diagrams and much of the Australian service manual on www.silvia.hl.com.au.

When ours finally ran, we immediately set out on a 400-mile midnight drive through the most desolate twisty two-lanes in California. Stupid? You bet. But it was also inspirational. Despite tired shocks, blown bushings and an inescapable stench, the Silvia shows amazing potential. Blowing through a tiny stock exhaust, the engine makes far more torque than power and turbo lag is far worse than it should be, but it still cruises effortlessly at triple digit speeds and shows handling balance that rivals the much smaller Miata. This one will be a giant killer.

Body

Body

Of course, you can do this swap with the stock bodywork, but we preferred the look of the Silvia front end, and especially preferred the 24 lbs. we removed from the nose of the car. Swapping the bodywork is very straightforward, but there are a few things you need to note. You need to remove the pop-up headlights first to access all the bumper mounting bolts. Several bolts on each side hold the bumper and front fenders together. Once the bumpers are removed, the fenders come off easily.

When installing the Silvia parts, there are two vertical headlight support brackets in front of the radiator that need to be replaced with Silvia brackets, so be sure you get these with the body panels. Our front bumper came from a non-turbo Silvia, so we also had to cut an intercooler duct. Luckily we were able to trace the stock duct shape from a damaged turbo bumper, cut out a template, and trace the shape onto ours. To cut the holes, we used a hole saw and then ground away the plastic with an electric die grinder.

Wiring

Wiring

You have two basic choices to make your new SR20DET run. The simplest is to use the harness and ECU from a Silvia or 180SX. Once again, your life will be easier if you have a front clip to pull parts from. If you can't get the harness and ECU and you have a harness from a 1991 or later U.S. car, it's possible to convert a U.S. harness and ECU to run the SR20.

Unfortunately, the SR20DET uses a direct coil-on-plug ignition system with four coils, and U.S. ECUs are only capable of driving a single coil. The Japan-only non-turbo rear-drive SR20DE uses a single coil and distributor that can used on the SR20DET, if you can find one. Once this distributor is in place, Jim Wolf Technology can reprogram the ECU for the new engine. A few of the crank angle sensors and coil wires may have to be moved, but JWT has detailed instructions for this change.

Because we had a front clip, of course, we used the Silvia ECU and harness. The harness obviously plugs into the engine, but because of the switch from right-hand to left-hand drive, the harness tries to place the ECU at the driver's feet. Apparently, if you don't mind sloppy harness routing, it's possible to simply twist and stretch the harness into place in a left-hand-drive car. We took a more complex, but ultimately far more sanitary approach.

All our harness work was left in the capable hands of Ralph Kenyon, the Northern California Silvia enthusiast who guided us through most of this swap. He unwrapped most of the harness, laid it out on a board that already had the proper wire lengths marked out on it, started cutting and lengthening wires appropriately. Having done this harness conversion enough times to justify making the board, he has also salvaged enough wires from other harnesses that he was able to lengthen the wires using the exact same wire. Unless you want to send your harness to him, you'll have to use the engine compartment as your board. (Kenyon will convert JDM Silvia harnesses for a fee; his e-mail address is SPRISO_SILVIA@hotmail.com.)

Start by unwrapping the main stem of the harness from the firewall grommet to the area where the injector leads fork off. Plug in the injectors, temperature sensors, idle air bypass, knock sensor and crank angle sensor wires and lay the main stem along the back of the firewall so the firewall grommet can sit in the hole where it belongs. You'll now see the wires to the A/C compressor, power steering pump, mass airflow sensor, O2 sensor and the five wires to the igniter need to be lengthened. If you're shy about lengthening the igniter wires, simply mount the igniter closer to the harness, but we preferred to use the stock mounting location and stock bracket. By the way, if you have a missing or damaged igniter, a '92 or later Infiniti Q45 igniter, part number 22020-50F00, is a direct replacement.

The O2 sensor wires and the mass airflow sensor wires are both shielded, and should be lengthened with shielded wire as well. Any large electronics supply store should have suitable wire. Once everything is the right length, simply rewrap the harness with electrical tape and whatever wiring loom you prefer.

The remaining complication with the Silvia harness is two connectors in front of the battery tray. Apparently, Nissan has standards for which color wire it used for different functions, and what kind of connectors it used, but when the wiring harness teams designed the U.S. and Japanese harnesses, there was no common standard for which pin on the multi-pin connectors each wire should go to.

Several wires therefore have to be swapped around in each of these two connectors to make them match the U.S. connector. A small tab holds each pin in to the connector, and if you depress that tab with either a special pin removal tool or a shaved-down paperclip, you can remove the pin and relocate it. Simply rearrange the wires so the colors match (red wire to red wire, green wire to green wire, etc.).

There are only two tricky parts in these connectors. On the car side of the brown connector, there are two brown wires. You want to connect the outer one to the brown wire on the engine side of the plug. On the engine side of the grey plug, both the black/red and the blue/red wire need to be connected to the black/red wire on the car side of the connector.

Finally, the white connector under the dash needs its pins rearranged to match the car and the wires need to be lengthened slightly.

Mounting the Engine

Mounting the Engine

Installation is the reverse of removal. No, really. At this point, the SR20 should simply bolt in. The SR20 and KA24 use the same engine mounts, so use whichever are in the best shape. Remove the shifter (you'll need snap ring pliers), bolt the transmission crossmember to the transmission mount and lower the whole thing into place. Once you have the engine mounts in place and bolted down, simply raise the transmission into place and bolt the crossmember to the car. The U.S. driveshaft should slide right in.

Now is a good time for new fuel hoses and a new fuel filter. You should also consider upgrading the fuel pump. The stock fuel pump, if it's in good shape, will support the stock SR20DET, but a tired pump or an increase in boost could be trouble. We're saving the pump upgrade for our first round of upgrades.

The JDM radiator, fan shroud and hoses should be used if possible. If you have to use the U.S. radiator, the radiator outlets will be in the wrong place. A few 90-degree radiator hoses and a length of aluminum pipe make an easy crossover pipe. With a U.S. radiator, you'll need to switch to electric fans, since the stock fan shroud won't fit. If, like us, you have the JDM parts and you plan to keep air conditioning, you'll have to trim the fan shroud to clear the A/C receiver/drier.

If you plan to use the stock intercooler, you'll need to enlarge the small hole in the inner fender below the stock air filter box. The intercooler inlet, outlet, and compressor bypass valve hoses need to pass through this hole. 1991 and later cars have the correct shape embossed in the panel already, otherwise refer to the front clip we keep telling you to buy.

The intercooler should bolt into place in the inner fender. Our car was missing one bolt hole, since it was built before the SR20DET was used in this chassis, but the remaining mounting bolts were enough.

The exhaust should bolt to the 240SX exhaust, (though you won't want to use it) as long as the downpipe came with the engine. In many cases the downpipe is missing, which gives you a good excuse to upgrade to a larger, 3-inch replacement. The missing downpipe problem is common enough that GReddy actually stocks 3-inch Silvia downpipes in the United States. We bolted the 3-inch GReddy pipe to our restrictive stock cat and exhaust just to get home. The GReddy downpipe came complete with the necessary gaskets and a mounting bracket to hold the pipe to the transmission, just like the stock one.

Hooking up the heater hoses will require two 5/8- to 3/4-inch adapters to mate the U.S. and Japanese hoses. A little finesse and a good supply of pre-bent heater hose fragments will go a long way here.

Neither the U.S. nor the Japanese throttle cable is long enough to follow the stock routing, but the Japanese cable will stretch straight across the engine compartment. We also used the Japanese gaspedal, since it has a stiffer return spring and mounts a little closer to the brake for easier heel/toe downshifts.

Engine Removal and Prep Work

Engine Removal and Prep Work

If your car has air conditioning, you'll want to have the system evacuated before removing the engine. If you plan on keeping the A/C, you must switch to the SR20 pump, and venting the A/C to the atmosphere is illegal. In a pinch, the twin-cam KA24DE's pump will bolt to the SR20 bracket, but only two or three bolts line up.

Next, remove the radiator, disconnect the power-steering lines from the pump, remove the entire engine wiring harness from the car, disconnect the fuel lines and unbolt the driveshaft. Slimy fluids come out when you do most of these things, so be prepared. Also remove the hood.

Now, yank the engine and put it on eBay.

If you bought an entire front clip, you'll have the pleasure of pulling the SR20 as well. Do yourself a favor and don't drop the new engine on its oil pan.

If you started with a 12-valve KA24E, the stock power steering pump will have been on the passenger's side. Since the SR20 power-steering pump is on the driver's side, none of the lines will reach. If you want to retain power steering, you'll need to search the junkyards for all the lines from a '91-'94 twin-cam 240SX. Your other option is to remove the stock lines, crank the steering back and forth a few times to pump out any excess fluid. Then cap off the power steering fittings. Voila. Manual steering.

Now is the time to clean the engine compartment and possibly even paint it. Check below the master cylinders for peeling paint and repair it now while you can get to it.

There are a few things you'll want to take care of on the SR20 before installation as well. Two of the studs on the bottom of our turbo outlet were missing. We replaced them with new studs for a VG30DE (Nissan part number 14064 7B000). Our engine also had an AIV valve, which is an emissions control device that lets air into the exhaust manifold at idle to keep the catalytic converter working. Later SR20s eliminated the need for this valve by simply leaning out at idle.

Jim Wolf Technology can reprogram the ECU to use the later idle control strategy, and since a JWT ECU is one of the first upgrades we have planned, we removed the AIV valve and capped off the fitting in the turbo outlet with Nissan part number 14052-21R00. The AIV valve has no effect on performance, so leaving it in place is harmless. If you don't care what comes out your tailpipe, removing it is also harmless.

We also removed the heatshield from the bottom of the turbo. This shield can contact the steering shaft under cornering loads, possibly locking the steering.

While you have the engine on the ground, this is a good time to consider replacing the clutch. Our engine only had 60,000 kilometers on it, so the stock clutch could be fine, but it doesn't take much imagination to guess how it ended up in a junkyard so early. When we removed the stock clutch, we found a severely abused three-puck racing clutch.

For a replacement, we used a 9-lb. chrome-moly TODA Racing flywheel. Even though it only fits the rear-drive SR20, AKH Trading had the flywheel in stock in the United States. The Silvia clutch happens to be interchangeable with any front-drive Maxima clutch, so we used a JWT street clutch designed for a Maxima. The JWT clutch uses an organic disc for smooth engagement and a stiffer pressure plate for increased torque capacity. Despite the stiffer pressure plate, the clutch is still light enough to be easily depressed by hand when we were bleeding the hydraulic system.

Right-hand and left-hand-drive cars have their heater core inlets in different locations, so some of the heater hoses need to be rearranged. Before installing the engine, the hoses on the back of the head need to be rearranged to point toward the passenger's side. See the photos for exactly how they need to be routed.

Picking the Engine

Picking the Engine

You'll need an engine and transmission for this swap. Ideally, you should also have a wiring harness, ECU and countless little brackets and doodads. If you're putting off the inevitable front-mount intercooler, you'll also want the stock side-mounted intercooler and piping. The easiest way to get all the parts you need is to buy a front clip, which includes the whole car from the A-pillar forward. We bought a 180SX front clip with 66,000 km on it for $1,500 from Venus Auto Parts in Sacramento, Calif. Venus sells the clips without bodywork. We also bought the Silvia fenders, hood, bumper and headlights for $500.

If you buy the engine separately, check the lower oil pan for dents. The SR20's oil pickup is mounted very close to the oil pan, and a dented pan can pinch off oil flow, usually resulting in immediate rod bearing failure. The pan only has to be very slightly dented for this to happen, so if you have any doubts, remove the lower pan (that's the stamped steel part, not the aluminum part) and check for score marks from the pickup. You can either hammer the pan back out, replace it (you have to get one from Japan) or upgrade to a GReddy or ARC high-volume pan. (The GReddy pan is baffled, the ARC is not.) With a stock capacity of only 3.5 quarts, the high-volume pan is a good idea.

There were several different versions of the SR20DET, which we've detailed in the table below. If you plan to upgrade the turbo, there's little advantage to the more powerful newer versions. A turbo upgrade on the earliest S13 engine will see it pumping out far more than the S15 engine in no time. If you simply plan to max out the stock turbo, the later turbos do have more potential.

Picking the Chassis

Picking the Chassis

The S13 240SX came as a fastback, coupe and convertible. The convertible is heavy, flexible and was only available with an automatic. If you're building a sports car, don't start here. Of the remaining body styles, the coupe is slightly lighter (about 50 lbs., depending on options) and stiffer, thanks to the added structure behind the rear seats.

The 240SX was available with ABS, a viscous limited-slip differential, and Super HICAS four-wheel steering. ABS from this era is relatively primitive, so we tend to avoid it. The HICAS system is probably another one to avoid. The rear-wheel steering is sometimes in phase and sometimes out of phase with the front wheels, and many people find it unpredictable and unsettling. There are several kits available to eliminate the system on cars that have it.

We've only experienced the system on Skylines, where it works quite well, so we can't comment on its effectiveness in the S13. A limited-slip differential is absolutely critical for what is about to be a very powerful car, but only cars with Super HICAS had the limited slip. If you can't locate a car with one, you can find one in a junkyard from a 240SX (all Canadian 240SXs had them) or a 300ZX, or there are aftermarket limited slips available. If you get a 240SX limited slip, be sure to get the driveshaft as well; it's about an inch shorter.1989 and 1990 models had a single-cam, 12-valve KA24E, while '91 and later cars used the twin-cam KA24DE. Since you're removing the engine anyway, this matters little, but the swap is a little easier starting with a twin-cam car. The power-steering lines from the earlier engine don't line up with the SR20's power-steering pump, and the tach signal from the SR20 won't drive the single-cam tach.

We found a relatively straight 1989 240SX coupe with 270,000 miles and a hole in the engine block for $800. It has no ABS, no HICAS, and, unfortunately, no LSD. It also has no sunroof, which is critical for tall drivers. Still weighed down with air conditioning, power windows and a fender full of Bondo, it tipped the scales at 2,710 lbs. before the conversion.

Hybrid How-To: S13 Nissan Silvia

With this hybrid, we created a lightweight, rear-drive, turbocharged sports car with giant-killing potential for a little more than $3,000. Sure, it needs paint and smells bad, but the performance for the dollar is unbeatable.

The 1989-1994 240SX was a very confused car. It had an incredibly balanced chassis that shared its multi-link rear suspension with the 300ZX and Skyline, yet it was tuned for ride comfort over handling. It came with a transmission and differential that can withstand 400 hp, but it only made 140. In short, it wanted desperately to be a sports car, but it wasn't.

In Japan, as usual, things were better. The same car was available as the 180SX, which looked like our fastback 240SX, or the Silvia, which was identical to our 240SX coupe from the A-pillar back, but used fixed headlamps. Both cars were available with a variety of engines, but the one we care about is, of course, the SR20DET. Producing anywhere from 202 to 247 hp in stock form, the SR20 is capable of 400 hp at the wheels with relatively little work.

The S13 Silvia and 180SX were so popular during their initial production run that when their heavier, more luxurious successor, the S14 Silvia, was introduced in 1995, the S13 180SX remained in production. After more than eight years of production, S13s are abundant in Japanese junkyards, making for a constant supply of imported used engines and front clips.

Even though the rear-drive SR20 was never sold in the United States, this swap is popular enough that many of the most important parts are

The S15

The S15

Japan saw a new version of the Silvia (S15) in 1999, now boasting 250 hp (184 kW) from its SR20DET engine, thanks to a ball-bearing turbocharger upgrade, as well as improved engine management. The SR20DE (non-turbo motor) featured 165 hp (121 kW).

The S15 Silvia included aggressive styling inside and out, updating the previous Silvia styling in-line with modern car design trends.

The S15 Silvia model lineup was initially simplified to just the Spec-S and Spec-R, both models offering an "Aero" variant with a large rear wing and side skirts/valances.

This generation of the Silvia was only sold in Japan, Australia and New Zealand but was available as a grey import in most other countries. In Australia and New Zealand the car was sold as the Nissan 200SX.

Within the Australian domestic market (AUDM), the S15 sold in 2 trim levels as noted above; Spec S and Spec R - however both models featured the SR20DET motor, albeit slightly detuned from the JDM spec cars. Nissan S15s were never officially sold with the naturally aspirated SR20DE engine in Australia or New Zealand. These two models were available at Nissan showrooms until the Nissan 200SX GT was introduced in 2002, the last year of production for the S15. Main differences here were namely the wheels being finished in a silver shadow chrome and updated larger rear wing.

The S15 was sold in Taiwan as the AREX Elite 951.

As of 2002, Nissan stopped producing the S platform with the S15-series Nissan Silvia being the final variant.

Variants

Spec-R

The Spec-R differed from previous Silvia models by featuring a 6-speed manual transmission. The Spec-R also included extensive chassis and suspension strengthening via the use of larger anti-roll bars and strut bracing. The S15 featured the same 4-piston front brake calipers that were found in the S14 but included a larger brake booster.

One of the biggest changes to the S15 model of the Silvia fitted with the 6 speed manual transmission was the implementation of a helical limited slip differential. The result was a safer, more track suited drive; in some contrast to its drifting heritage and subsequent media attention. All other versions of the Spec-R came with the viscous limited slip differential.

As with many Nissans, HICAS (High Capacity Active Steering) four wheel steering was available as an option.

Spec-S

The Spec-S featured only a 5-speed manual transmission (in addition to a 4-speed automatic available on both the Spec-S and the Spec-R). It also lacked the additional chassis support of the Spec-R; featured 4-piston front brake caliper and a slightly smaller brake booster. The Spec-S also only featured open differential.

The S15 line was later expanded to include various luxury and upgrade option packages for both the Spec-S and Spec-R. Autech, a specialty car developer, also offered several tuned versions of the S15; one with body and interior trim modeled after the Ferrari 456, called the style-A, available in both Spec-S and Spec-R based trims; and a second tuned version was based on the Spec-S trim level with the engine output increased to 200 hp (150 kW) through the use of increased compression, more aggressive camshafts, and free-breathing intake and exhaust tracts, along with ECU tuning and upgrades to the chassis and suspension. This version also included the 6-speed transmission and other upgrades normally found only in the Spec-R.

There was also a convertible variant of the Silvia, called the Varietta, featuring a folding retractable hardtop. The Varietta was built by Autech and was based on the Spec-S model, featuring the same naturally aspirated engine, with a choice of the 4-speed automatic transmission or the 5-speed manual transmission.

Production of the Silvia ended in August 2002 amidst Nissan's efforts to reduce its myriad of platforms. The S15 Silvia was therefore the last car to hold the Silvia badge. Nissan's worldwide sports car platform is now the FM Platform, which underpins the current Fairlady Z (the 350/370Z in North America), as well as the 2001–Present Nissan Skyline (the Infiniti G35/37 in North America).

In Japan, the S15 generation of the Silvia is colloquially known as the "Strawberry". The term is common, as most car enthusiasts in Japan refer to a car by its chassis name. In Japanese, the numbers one and five (from the name S15) are respectively "ichi" and "go". The word "ichigo" is also the Japanese word for strawberry.

The S14

The S14

The S14 Silvia debuted in Japan towards the end of 1993. It was lower and wider than the S13. New rounded styling contributed to the illusion of a greater increase in size than actually occurred. Wheelbase and track were both increased, leading to slightly improved handling. Unlike export markets, where sales of the S14 chassis variants faltered, the Silvia remained popular in Japan.

Trim level designations were similar to the S13, however the Club Selection package was dropped. "Aero" variants of the Q's and K's were offered that featured large rear wings and mild ground effects.

The S14 Silvia K's received a new version of the SR20DET, with a slight bump in power due to the implementation of Nissan's variable valve timing system known as VTC, on the intake cam, and a larger T28 turbocharger.

There was a mild styling update to the S14 during 1996, which added aggressive-looking projector headlamps and tinted taillights to all models. Fascias and other exterior trim pieces were also revised. The turbocharger now used a more efficient ball bearing center section. This updated version is also known as the kouki (後期, literally "later period") S14, or by enthusiasts as the S14A. A similar car was sold as the second generation 240SX in the United States from 1995 to 1998. The final model year of S14 production in all markets was 2000, called the Touring Model, which had a better engine, pistons and a high throtle on lower gears.

The S14 was sold in Taiwan as the AREX Elite 901.

270R

The Nismo 270R was a limited edition vehicle developed by Nissan Motorsports. The vehicle was built on the S14 chassis but had many enhancements over the Silvia. Only fifty 270Rs were ever built and they were only produced in 1994. The '270' is in reference to the horsepower of the unique car as opposed to the displacement of the engine (as other vehicles, including the 240sx, were previously named upon). The 270R featured a vented hood, Nismo 'Edge' Aero kit, heavy duty clutch, 2-way limited slip differential, and a front mount intercooler, NISMO logo front and rear seats among other upgrades. All the 270s were painted black with 'Nismo 270R' badging above the rear wheels and a product numbered plaque in the glove compartment.

Au tech Version K's MF-T

Tuning company Au tech, has a tuned adaption of the CS14 King's variant. This includes Aero style HUD with white displays and gauges for oil pressure, boost, and voltage in the centre console, along with a MOMO steering wheel and leather gear knob. The interior trim is also revised.

Handling improvements include multi-link suspension, firmer shocks and springs, front strut brace, and a rear sway bar. A large F40 style rear spoiler and aero bodykit with Autech indicators are also fitted. An "Autech Version K's MF-T" badge and sticker can be found on the boot.

An IHI ball bearing turbo (VN14) was fitted in favour of the Garrett T28 for slightly quicker response and flow. Larger 480 cc Injectors found in the later S15 Spec R's were also fitted as well as a thicker 80 mm intercooler also found in S15's. To help expel exhaust, a higher flowing Fujitsubo Giken (FGK) exhaust was fitted.

The engine is an Autech-tuned SR20DET that produces 182kW (245HP/250PS).

According to the Autech website, the vehicle is still available at a cost of ¥2.99 million yen (US$26,875).

Production : 1995–2000 (1995–1998 in U.S.)

Body style : 2-door coupe

Platform : Nissan S platform

Engine : 2.4 L KA24DE I4 ,2.0 L SR20DE I4, 2.0 L SR20DET I4

Transmission : 4-speed automatic,  5-speed manual

Wheelbase : 2525 mm (99.4 in)

Length : 4498 mm (177.0 in)

Width : 1727 mm (68.0 in)

Height : 1288 mm (50.7 in)

Curb weight : 1253 kg (2762 lb)

The S13

The S13

The S13 Silvia, introduced in mid-1988 for the 1989 model year, was immensely popular in Japan. The Silvia name was no longer used on export models, however; European models were now known as 200SX. In North America, the S13 was known as the 240SX. The Nissan 200SX nameplate would return on a coupe version of the B14 Nissan Sentra (1995–99). The S13 was based on the first generation Nissan Cefiro, the A31. Following industry trends, the S13 Silvia switched to relampable fixed headlights. Projector optics were offered as an option.

 The S13 Silvia coupe was made from 1988 to 1994, overlapping with the S14 Silvia introduced in 1993. The Nissan Silvia used fixed headlights; whereas, the 180SX, simply a hatchback version of the Silvia, introduced at the same time used pop-up headlights. The 180SX was made until 1998. A Silvia convertible was briefly offered soon after the start of production, but it was never popular, perhaps due to high cost (3.25 million Yen in 1988), heavier curb weight, and chassis flex.

 The S13 was one of the first uses of Nissan's multi-link rear suspension, the technology of which was previewed in concept cars in previous years, such as the Nissan MID4. It also offered a four-wheel steering system for the first time, known as HICAS-II. In 1990, HICAS-II was updated and renamed SuperHICAS. The S13 also saw the introduction of a viscous-type limited slip differential for some models.

 S13 Silvias were initially powered by the CA18DE and CA18DET engines carried over from the end of S12 production, with an intercooler added to the CA18DET for a slight increase in stability and power. In mid 1990, (for the 1991 model year) the SR20DE and SR20DET engines debuted, offering improvements across the board in power and torque due to increased displacement and a more efficient turbocharger than was offered on the previous cars. One of the other simple changes that was made between the CA generation and the SR generation was the switch to a single colour paint job, instead of the two-tone colour sets that were previously offered. On top of this, the SR motor later debuted another variant of the platform known simply as the "purple top". Identifiable by its black and silver rocker-cover (as opposed to the traditional red/silver cover), it featured a number of minor changes, resulting in little performance gain. It is vastly different to the more powerful "black top" used in the S14 and S15 variants. Amazingly, a revised and revamped version of the Nissan SR20 engine that first appeared in the S13 is still in use today, as can be seen in the following sections of this page.

 In the U.S. the S13 was replaced after the 1994 model year by the new S14 design, but lived on till 1999 in Japan with a major face lift, the 180sx Aero (Type X). this was the "Kouki" generation, while the previous was "Chouki" gen. The Kouki featured newly design tail lights a redesigned aero body kit and out fitted with an airbag . In 1998, the S13 Silvia was resurrected, in part. A variant was produced by Kid's Heart for Nissan called the Sileighty, which featured the 180SX body with the front end from the Silvia. The Sileighty style was originally created by Japanese enthusiasts for their own 180SX's, and is still a common modification for the 180SX and 240SX fastback. The Sileighty also made an appearance in a Japanese anime and manga series known as Initial D. The series (based around the Japanese motor sports of Touge and drifting) featured the Sileighty in one of the last battles of the First Stage (or first season in the anime).

 The creation of the Sileighty then followed by another version of the Silvia known as the Onevia. Based on the chassis of the S13, the front end of the Silvia would be removed and replaced with the front end of a 180SX. The Onevia was never retailed as a complete car in Japan (though it was in North America: the notchback version of the 240SX was essentially a left hand drive version of the Silvia with the 180SX/240SX nose)

Trim level designation

 The S13 Silvia was the first S-series car to use the J's, Q's, and K's (references to the face cards of English playing cards) designations for the different trim packages.

 The J's was the base model . The Q's model offered a slightly more refined experience and received electric options and an available LSD. The K's grade received the turbocharged CA18DET or SR20DET (depending on the year of manufacture) in addition to the options offered on the Q's.

 On top of the K's and Q's models, the Club and Diamond Selection packages came with specific options bundled together. For example, all K's Club Selections came with projector headlamps, a rear spoiler, and 15" aluminum wheels while all Q's models came out with Automatic Climate Control.

 The Silvia A's "Almighty" was introduced in late 1992. Trim wise, the Almighty slotted between the J's and Q's, offering options not available on J's, but not including all the standard features of Q's. The only available engine/transmission was the naturally aspirated SR20DE coupled with the 4-speed automatic.

Production : 1989–1994

Body style : 2-door coupe, 3-door hatchback, 2-door convertible

Platform : Nissan S platform

Engine : 2.4 L KA24E I4, 2.4 L KA24DE I4, 2.0 L SR20DET I4, 2.0 L SR20DE I4, 1.8 L CA18DE I4,  1.8 L CA18DET I4

Transmission : 4-speed automatic, 5-speed manual

Wheelbase : 2474 mm (97.4 in)

Length : 4521 mm (178 in)

 Width : 1689 mm (66.5 in)

 Height : 1290 mm (50.8 in)

 Curb weight : 1224 kg (2700 lb)

S12

The S12

The S12 was produced from 1984 to 1988, with revisions to the exterior trim in 1987 (referred to as "Mark II"). It was sold in three configurations—a coupe (often called a "notchback"), a hatchback, and a widebody chassis called grandprix (only 50 units made worldwide).

A number of different engines were equipped in the S12 chassis, depending on production year and more specifically on the geographic market. These engines borrowed from previous designs, or in some cases, inspired future engine platforms (with the exception of the FJ series, which was designed solely with Rally competition in mind). For instance, the CA series initially borrowed design cues from the NAP-Z series. The CA18DET's DOHC head design was similar to that utilized in the later "RB" engine series, the inline-six engine that powered the Skyline GT-Rs. The VG30 V6 engine was also used, the VG is the predecessor to Nissans VQ Engine.

North America

The S12 chassis in North America was badged "200SX". The Coupe was available with a 2.0 L SOHC engine (CA20E), while the fastback received both the 2.0 L SOHC engine, and a 1.8 L SOHC Turbo (non-intercooled) engine (CA18ET). For 1987 in the United States, Nissan discontinued putting the 1.8 Turbo into the fastback, and created the "SE" model which had the 3.0L SOHC V6 engine (VG30E), generating 160 hp (120 kW) and 174 lb·ft (236 N·m) of torque. This was the same engine offered in the non-turbo 300ZX for that generation. For 1988 the "SE" model received a 5 hp (3.7 kW) gain from using the later "W" series (VG30E) with a total output of 165 hp (123 kW) while torque remains the same at 174. The 200SX was replaced with the S13 Nissan 240SX in 1989.

After the sudden demise of Group B from World rally Championship, Nissan had to quickly find a car to replace the 240RS. The North American 1987 200SX SE V6 was chosen and competed in 1986-89 as a 200SX. Nissan's creation and choice of this car ensured they could sell 5000 cars required for WRC Homologation. The USA market being only one large enough to sell 5000 cars to a single specification. This also implies that they hadn't sold 5000 Japanese market Silvia RS-X with FJ20ET and were unlikely to sell enough with CA18DET, while the CA18ET can't have been considered adequate. The V6 was a very unusual choice as the WRC was dominated by 4 cylinder 2.0 L turbocharged engines, although for similar reasons Toyota entered WRC with the 6 cylinder Supra at the same time. The 200SX achieved a 1st place in the 1988 Ivory coast rally and 2nd place 2 years running in the very arduous East African Safari Rally 1988 and East African Safari Rally 1989. It only competed for a few events in championship, mainly in the events that had a reputation for destroying cars where wining was by attrition. It didn't compete in the northern Europe events that didn't pummel the car but were won on driver skill and lost by accident.

Europe

The S12 chassis in Europe was badged Silvia, and was available in the hatchback and the grandprix configuration. The difference between the hatchback and the grandprix were the widebody, different wheels, and minor interior differences. The engine available was the same 1.8L SOHC Turbo (CA18ET) used in North America, and in some areas the 2.0 L DOHC "FJ" engine (FJ20E). The "FJ" engine series was originally designed for the 240RS rallycar as a 2.4 L carbeurated system (FJ24), and was underbored to 2.0 L. It also saw use in the "DR30" Nissan Skyline chassis, in both turbocharged and naturally aspirated versions.

One exception for the Silvia badging was in Sweden, where the car was named the Nissan 180ZX instead.

Australia

The S12 chassis in Australia was badged as a Gazelle. The Gazelle was available in both the coupe and hatchback. It was equipped with the same 2.0 L SOHC engine (CA20E) found elsewhere in the world.

Japan

The S12 chassis in Japan was badged as both a Silvia and a Gazelle. The Gazelle was produced so that Nissan's different dealership networks in Japan could all carry the Silvia. There are minor cosmetic differences. Both the S110 and S12 Silvias have a Gazelle counterpart. The S12 Silvia in Japan was available in a hatchback as a basic model only, but the S12 Gazelle in Japan was strictly a hatchback, available in regular, RS and RS-X variants, as was the Silvia notchback. The RS was equipped with the 2.0 L DOHC "FJ" engine(FJ20E), while the RS-X was equipped with the same engine in a turbocharged version (FJ20ET). In 1987 Nissan discontinued the FJ Series engine in the S12 and installed the updated version of the older CA, with dual cams and a bigger turbocharger—the CA18DET.

Revisions

The S12 chassis in 1984–86 is referred to as "Mark I", with "Mark II" as a revision in 1987. Below lists the description of both.

Mark I

The first trim of the S12 chassis. Bumpers featured matte-finish raised surfaces, and sides featured half-inch rubstripping. Cars featured a honeycomb radiator grille, and long cornerlights. The 1984 Turbo came with a "TURBO" monogrammed hood bulge accent. The 1984–85 could be had with a foam rubber deck spoiler. In 1986 the foam rubber deck spoiler was changed for a fiberglass version with an integrated third brake light. Some hatchbacks and all Turbo models came with ground effects—a combination of plastic mudflaps and accommodating foam rubber sideskirts, as well as a foam rubber lower deflection lip.

Mark II

In 1987, the bumpers were updated, and the matte finished surfaces were eliminated for a more uniform surface. Rubstripping was increased to 2-inch height w/ scribe detailing. The honeycomb radiator grille was replaced with a slatted version that spanned the entire front end (previous was shorter), and cornerlights were shortened. The "SE" model and the Turbo (Canada, Europe) came with new ground fiberglass ground effects and mudflaps, painted in the color of the car, and a new and more pronounced lower deflection lip in the front. "SE" model also received a new hood bulge design to accommodate clearance for the 3.0 L V6. Optional rear mudflap accents were available.

Production : 1979–1983

Body style : 2-door coupe , 3-door hatchback

Platform : Nissan S platform

Engine : 1.8 L SOHC Z18ET I4 , 2.0 L SOHC Z20E I4 , 2.2 L SOHC Z22E I ,  2.0 L DOHC FJ20E I4 , 2.4 L DOHC FJ24 I4 (240RS)

Transmission : 3-speed automatic, 5-speed manual

Wheelbase : 2,400 mm (94.5 in)

Length : 4,400 mm (173.2 in)

Width : 1,680 mm (66.1 in)

Height : 1,310 mm (51.6 in)

Curb weight : 1,105 kg (2,440 lb)

The S110

The S110

This iteration of the Silvia (sold in United States and Canada as the Datsun 200SX and in Mexico as the Datsun Sakura), available as a 2-door hardtop coupe and a 3-door hatchback, was uniquely progressive in that it was originally intended to feature a rotary engine, designed and built by Nissan. The resulting unit was fairly unreliable, and forestalled production. Coincidentally, it shared a chassis code with the also ill-fated Mazda Cosmo, first Japanese production car to feature a rotary engine. The car was redesigned shortly after it was released and the Wankel power plant was replaced by a line of conventional piston engines based on the new Z-series engine. These included the Z20 and the turbocharged and fuel injected Z18ET, although the latter of the two was only available to the Japanese domestic market. In USA/Canada the 200SX had the Z20E with H165 rear axle from 1979 to 1981. From 1982 to 1983, it had a Z22E engine with H190 rear axle. Vehicles with engines over 2000cc are still considered “compact” vehicles under Japanese regulations regarding engine size.

Production:   1979–1983

Body style:   2-door coupe  3-door hatchback

Platform:   Nissan S platform

Engine:   1.8 L SOHC Z18ET I4  2.0 L SOHC Z20E I4  2.2 L SOHC Z22E I4  2.0 L DOHC FJ20E I4  2.4 L DOHC FJ24 I4 (240RS)

Transmission:   3-speed automatic  5-speed manual

Wheelbase:   2,400 mm (94.5 in)

Length:   4,400 mm (173.2 in)

Width:   1,680 mm (66.1 in)

Height:   1,310 mm (51.6 in)

Curb weight:   1,105 kg (2,440 lb)

The Nissan S10

The S10

The S10 was the first Silvia built on the S platform. This was “Nissan’s compact, rear-wheel-drive, sporty car platform“.

The S10 featured more “traditional” lines than similar offerings from rivals Toyota and Mazda and was summarily less popular with consumers in most markets. In Japan it was fitted with an L18 I4 engine, which it shared with the Datsun 610/Bluebird 180B. In the North American market a version incorporating the larger-displacement L20B was offered as the 200B of the same series Bluebird. This model was affixed with the mandated 5 mph (8.0 km/h) bumpers and badged as the Datsun 200SX. The S10 Silvia and Datsun 200SX were based on the B210. Its success in both markets was limited, most buyers opting for the Celica over what was considered the more mundane S-Chassis. The car had the same drivetrain as the cult-classic 510, but with cart springs in the rear rather than the 510′s IRS. Its appearance seems to be influenced by the 1970-1975 Citroën SM.

Production:   1975–1979

Body style:   2-door fastback

Platform:   Nissan S platform

Engine:   1.8 L L18 SOHC I4  2.0 L L20B SOHC I4

Transmission:   3-speed 3N71 automatic  5-speed manual

Wheelbase:   2,340 mm (92.1 in)

Length:   4,135 mm (162.8 in)

Width:   1,600 mm (63.0 in)

Height:   1,300 mm (51.2 in)

Curb weight:   990 kg (2,200 lb)

Info About The Car

Nissan 200SX S13 ( AKA Nissan Silvia )

The Nissan Silvia is the name given to the company’s long-running line of sport coupes based on the Nissan S platform. Although recent models have shared this chassis with other vehicles produced by Nissan (most notably the European 200SX and North American 240SX in the S13 and S14 generations, and 180SX in the Japanese market), the name Silvia is not interchangeable with the chassis codes.

The original Silvia

The Nissan Silvia CSP311 made its public debut at the Tokyo Motor Show in September 1964 as the “Datsun Coupe 1500″. The introductory model was a hand-built coupe based on the Fairlady convertible, styled with input from Count Albrecht Goertz. The CSP311 was powered by the 96 hp 1.6 L Nissan R series engine. The engine was equipped with twin SU carburetors. Production ceased in 1968 after a mere 554 were made (mainly in 1965), every one unique with hand-formed body panels. Most of the cars remained in Japan; however, 49 examples were exported to Australia and another 10 went to other countries. The low production numbers and tedious method of construction assured each car was unique and valuable; this is reflected by the car’s purchase price of almost twice as much as the next model in the manufacturer’s lineup at the time. After production ceased in 1968, the name Silvia would not grace another Nissan until 1974.

Production:   1965–1968  554 produced

Body style :  2-door coupe

Platform:   Datsun CSP311 platform

Engine:   1.6 L R OHV I4

Transmission:   4-speed manual

Wheelbase:   2,280 mm (89.8 in)

Length:   3,985 mm (156.9 in)

Width:   1,508 mm (59.4 in)

Height:   1,275 mm (50.2 in)

Curb weight:   977 kg (2,150 lb)